Switch mechanism



Jan. 12, 1954 p c 2,666,103

SWITCH MECHANISM Original Filed Sept. 28, 1949 2 Sheets-Sheet 1INVENTOR.

give; 12. P/P/cE Jan. 12, 1954 Original Filed Sept. 28, 1949 E. R. PRICESWITCH MECHANISM 2 Sheets-Sheet 2 INVENTOR.

Patented Jan. 12 1954 SWITCH MECHANISM EarlR. Price, South Bend, Ind.,assignor to Ben-' dix' Aviation Corporation, South Bend, Ind., a"

corporation of Delaware ptember 28, 1949, Serial Divided and thisapplication Original application Se March 26, 1951, Serial No. 217,629

6 Claims.

This invention relates to governor operated switch mechanismsparticularly adapted for use in'the controls of an automotive vehicle.

An important-object of my invention is to provide a governor operatedswitch mechanism wherein the switch of the mechanism operates quickly atthe time or. shortly before the governorpart of the mechanism comes torest and again operates quickly after said governor part is activated.Now most centriiugally operated overnor switch mechanism, for example,the flyball type of such a mechanism, includes an inertia operatedcontrol member of appreciable weight; for such a memberis made necessaryin order to provide agovernor switch mechanism wherein theswitch of themechanism will operate, for example will close, very quickly at the timeor shortly before the governor mechanism comes to astop. However such afly-ball switch'mechanism is, because of its weight, rather slow inoperation'after the activation ofthe mechanism is initiated. Accordinglyit is an object of'my invention to provide a relatively lightweightgovernor operated switch mechanism; wherein the switch of themechanis'mis quickly made after, or about the time the'governor of themechanism ceasesto operate and is subsequently quickly broken after theoperation of the governor is initiated. V c

A further object of my invention is to providea simple,- compact andeasily servicedgovernor switch mechanism of few movin parts, saidmechanism being adaptable for use in the. power plant of an automotivevehicle.

Other objects and features of the invention will appear morev fullyhereinafter from a considera, tion of the following description taken inconnection with the accompanying drawings where one embodimentoftheinvention is illustrated by way of example.

Figure 1 is a diagrammatic view disclosing the switch mechanism of myinvention as being included in a brake control mechanism of anautomotive vehicle;

Figure 2 is a view disclosing, in section, the solenoid operated checkvalve or so-called no-back valve included inthe braking system disclosedin Figure 1; and

Figure 3 is a sectional-view disclosing details of the governor operatedswitch mechanism constituting my invention.

Referring to Figure 1 disclosin schematically an automotive brakecontrolmechanism including my invention Hlrepresents a fluid clutchsuch, for example, as the one now incorporated in sev- 2 eral'of thewell known vehicles of the day; Immediately to the rear of this fluidclutch in the power transmission of the vehicle there is incorporated aconventional type of friction clutch 12. These clutches are of wellknown design, accordingly; no claim is made thereto; furthermore; thedetails of said clutches are not'disclosed in the drawings inasmuch asthose skilled in the art are well acquainted with their construction.

Briefly describing the clutches under discussion the fluid clutch [0includes a rotor or driving element drivably connected to the powerplant of the vehicle preferably an internal combustion engine I 8. Thecasing of the fluid clutch houses the stator or driven element of theclutch said latter element being drivably connected to the frictionclutch l2. Clutch springs of the latter bias the driven clutch elementof the friction clutch into engagement with the driving clutch element,the driven element being connected with aselective change speedtransmission 32' of the vehicle. A clutch pedal 34;.when depressed,effects, by suitable connections, a disengagement of the friction;clutch; and a shift lever, not shown; serves to operate the change speedtrans;- mission.

Now a part of the mechanism of Figure listhe mechanism for controllingthe operation of. the brakes of the vehicle. Describing thisbrakemechanism there is disclosed in Figure 1 a,,hy draulic brake system ofconventional design said system including a master, cylinder 38 the oiltherein being subjected to a load when the brake pedal 38 is depressedsaid load being transmitted by the oil in lines 40, 42, 44, 4t, 58, 43",50, 52, 54, and 54, to the wheel cylinders 56, 58, Gil, and 62 of thefour brakes 54, 63, 68, and '19 respectively, of the vehicle. Myinvention is not. limited, however, to its use in a hydraulic brakesystem for other types of brake systems may be employed.

Referring now to Figure 2, there is disclosed therein a check valve oroft-called no-back valve 72 which valve is capable of operation when andonly when solenoid M i energized to maintain the brakes applied. Thisvalve and its operating 7 means may be defined as a valve unit 16 saidunit includinga casing 18 bored to provide a seattll for a ball checkvalve member 82; A, tubular valve operating member 84 reciprocablymounted in the casing 12 is provided with a stem 857 which projectsthrough a duct 88 and into contact with the ball valve member 82. Acompression sprin 9% housed withinthe tubular membert i and extendingwithin an opening 92 in a plug 94, serves to move or bias the member 84and the '21. member 2i, the diaphragm 23, a spring 26 and a ball valvemember 32 to the positions disclosed in Figur 2 the ball at this timebeing removed from the valve seat 98 to permit the passage of oilthrough the duct 88. The operation of the solenoid i4 is controlled byan ignition switch 93, an accelerator operated breaker switch 98 ofconventional design, and a grounded governor operated switch mechanism Idisclosed in detail in Figure 3, said switches being connected in serieswith a grounded battery Hi2.

The parts of the breaker switch 98 and its operating mechanism are soconstructed and arranged that when the accelerator 99 is released toidle the engine the switch is closed, preferably during the lastincrement of release movement of the accelerator; and it follows, ofcourse, that the switch 98 is opened during the first increment ofmovement of the accelerator when the same is depressed to open thethrottle 99'.

Describing now my invention, that is the governor operated switchmechanism I00, there is disclosed in Figure 3 a preferred embodiment ofthis mechanism. A casing member I4 of the switch mechanism houses adrive shaft, not shown, having secured to one end thereof a cam IS;andjsaid shaft i drivably connected to the propellershaft of the vehicleor any other suitable mechanism whereby there is provided means foreffecting a speed of rotation of the cam which is directly proportionalto the speed of the Vehicle.

The switch part of the mechanism includes a fixed switch contact member23 mounted on a casing member 2! which is secured to the casing member Il by a sleeve member I5. A movable switch contact member 22 is securedto a diaphragm 23; and this diaphragm is connected to a casing member 24and to the casing member The member 24 together with the casing thrustmember 25 go to make up a check or dashpo t mechanism indicated as awhole in Figure 3 by reference numeral I9. The thrust member 25,slidable within the sleeve I and connected to the central portion of thediaphragm 23, is biased into abutment with the cam i6 by the spring 26;and this spring is housed within a compartment 2'! outlined by thediaphragm 23 and the casing member 24. An electrical conductor 28connected to the movable switch contact 22 and to the grounded casingmember 24, serves as an electrical ground for the switch 20, 22. Thefixed contact 20 of the switch is electrically connected, by aconductor- 29, to a conductor 30 which is connected to the acceleratorswitch 93; and the latter is connected in series with the solenoid HI,the ignition switch 96 and the grounded battery Hi2.

De cribing the operation of the switch 20, 22 a rotation of the cam I6ser es to move the thrust member 25 to the left, Figure 3, to open theswitch and compress the spring 26; and in this operation the air withinthe motor compartment 2? is forced out of said compartment through anopening 3 in the diaphragm 23. Continued rotation of the cam I6 servesto permit the pring 26 to close the switch. the switch contact 22 movingtoward the switch contact member 20 at a rate dependent upon certainfactors includin the strength of the spring 26 and the size of theopenin 3 I.

Describing now the remainder of the switch portion of the o'ernor switchmechanism Hi3 a check r-otor I9. a duplicate of the motor I9, serves tocontrol the closing of a switch 20', 22

and, as is evidenced from an inspection of the Figure 3, the cam I3serves to operate said switch. The parts of the check motor I9, theswitch 20', 22 and associated parts are identified by the referencenumerals given to like parts of the check motor I9, switch 20, 22, andassociated parts, with the addition of a prime.

Describing now the complete operation of the switch mechanism I08, whenthe car is traveling at or above a certain relatively low speed the camI6 rotates fast enough to keep both of the switches 20, 22 and 20, 22'open despite the operation of the springs 28 and 26 in biasing saidswitches to their closed position. However, after the accelerator isreleased to close the switch 98 and the speed of the car falls below theaforementioned critical factor, there are periods of time when eitherone or the other of the aforementioned switches is closed thereby makingit possible to apply the brakes and maintain the same applied;furthermore, when the car comes to a stop and the accelerator isreleased to close the switch 98, one or the other of said switches isclosed and the brakes, after being applied, remain applied. There isthus provided a check mechanism functioning to control, by a delayingaction, the closing of a'governor operated switch, said mechanism alsobeing such as to make possible a quick opening of the switch by theoperation of the governor.

Describing the operation of all of the mechanism of Figure 1 should thedriver elect to leave the transmission in gear when the vehicle isstopped or is about to be stopped and when the accelerator is released,he may do so without disengaging the friction clutch I2. Under theseconditions it is necessary, with the mechanism of Figure 1, that is themechanism includ ng the two clutches, the transmission, the brakes, andthe brake operating and controlling means, to apply the brakesbut'once;.

for having pressed the brake pedal the foot may then be moved therefrominasmuch as the brakes remain applied.

Continuing the description of the operation of the no-back and/oranti-creep mechanism of Figure 1 when the solenoid I4 is energized byclosing the switches 96, 98, and I09, the member 84 is drawn to theright to further compress the spring thereby making possible anoperation of the check valve I2. Stem 86 is moved to the right thuspermitting the ball-valve member 82 to be seated by the spring. If thebrakes are now applied by depressing the brake pedal, the pressure ofthe brake fluid upon the valve member 82 will move the same to the leftto press a return spring I62 and unseat the valve. In this operation thebrake fluid moves to the left, as indicated by the arrow in Figure 2,said fluid entering the member 84 from the conduit 40 connected to themaster cylinder 36 and leaving the valve unit I6 by way of the conduit42, as disclosed in Figure 1. When the brake pedal is released the forceexerted by the return spring I62 and by the return springs within thewheel cylinders upon the brake fluid, result in the ball valve member 82being moved to the right to again seat the valve. The brakes are thuslocked in their applied position and are not released until the solenoidi4 is again de-energized to render the check I2 inoperative.

Summing up the features of the mechanism of Figure 1 there is provided amechanism for efficient y and effectively controlling the powertransmitted from the internal combustion engine to the propeller shaftof the vehicle. The-change speed transmission cooperates. with; thefluid clutch, inasmuch as any oneof. the settingsoi the transmissionmaybe selected to start the vehicleinmotion. Sshould, for example, thevehicle be mired in sanchtne transmission maybe placed in low gear;however, on dry; and:v level ground the fluid clutch will make possiblea starting of the vehicle in a relatively high gear without choking theengine. then leave the transmission in: gear when he coasts the vehicleto a stop; and to prevent creeping of the vehicle after such astop hehas merely to either apply the brakes by depressingiand'then releasingthe brakepedal, or'he' may disengage the friction clutch by depressingthe clutch pedal. it should also be noted that .the brake controllingmechanism functions as a soecalledno-roll'or noback device when thevehicle is braked to a stop on an incline; furthermore, the mechanismwill function as a no--roll device after the vehicle is braked to a stopon a decline.

All of the aforementioned mechanisms, including the two clutches, thebrake operating and controlling means, and the transmission, cooperateto control the transmission of power. The friction clutch i2 cooperateswith the fluid clutch l and the transmission 32, for it is desirable attimes, in a vehicle provided with a fluid clutch, to place thetransmission in low or second gear. The brake controlling mechanism,including the check valve l2 and the solenoid M, cooperate with thefriction clutch and fluid clutch in preventing the vehicle from rollingbackwardly after the vehicle is brought to a stop on an incline andcooperate with said clutches in preventing the vehicle from creepingforwardly after the vehicle is brought to a stop with the transmissionkept in gear.

The governor operated switch mechanism I GO constituting my inventioncooperates with the remainder of the mechanism of Figure 1 to providemeans automatically operative to maintain the brakes applied after thespeed of the car is brought down to or below a certain factor, or 1after the car is brought to a stop; and this governor operated switchmechanism, which incidently may be used as a control means in many othermechanisms, provides a switch which is quickly responsive to operationsof the governor of the mechanism.

Although only one embodiment of the invention has been illustrated anddescribed, various changes in the form and relative arrangements of theparts may be made to suit requirements.

The governor operated switch mechanism constituting my invention isdisclosed in my application No. 118,369, now abandoned filed September1949, the instant application being a division thereof.

I claim:

1. A governor operated switch mechanism including a casing member, agovernor mechanism, including a cam member, housed within the casingmember. two switches, each including relatively movable fixed andmovable contact members, secured to the exterior of the casing memberone of of the contacts of each switch being actuated by the cam member,springs for biasing said contact members into engagement with eachother, and two dash pots, one connected to each of the movable switchcontacts and operable to delay the switch closing operation of themechanism.

2. A governor operated switch mechanism in- The driver may 6. eluding:arcasing membena governorrmechanism; including a cammember, housediwithinnthecasing member, two separate: switches includingv a pluralityof fixed contact members and a plural! ity of movable contact members,secured .to the casing. member, the movable contact members. of theswitch mechanism beingiactuatedby the governor mechanism to effect aswitch 'opening. operation of -the: mechanism with the governormechanism operating at or above a certain-speed and the governorandiswitch mechanism being so constructed and so operative astohave oneor the other of the switches closedwhenthe governor is operating at oribelowa certainispeed; switch closing means-for biasing the movablecontact members into engagement with. the fixed contact members, andmeans, including twotsepa rate dash pots, operable todelay the switchclosingpperation of the two switches.

3. A governor operated switch mechanism including a casing member, agovernor mechanism, including a cam member, housed within the casingmember, switch mechanism, including a plurality of fixed contacts and aplurality of movable contacts, secured to the casing member the movablecontacts of the switch mechanism being actuated by the governormechanism to effect a switch opening operation of the mechanism with thegovernor mechanism operating at or above a certain speed and thegovernor and switch mechanism being so constructed and so operative asto have one or the other of the movable contacts in its switch closedposition when the governor is operating at or below a certain speed,spring means for biasing the movable contacts into engagement with thefixed contacts, and dash pot means connected to the several movablecontacts and operable to delay the switch closing operation of theswitch mech anism.

4. A governor operated switch mechanism including a casing, a switchmechanism, including two independently operable switches, secured to theexterior of the casing and including a plurality of fixed contactmembers and a plurality of movable contact members, spring means forbiasing the movable contact members into engagement with the fixedcontact members, dash pot means connected to the movable contact membersand operable to delay the closing operation of the switch mechanism, andgovernor mechanism including a cam member operable to effect an openingoperation of both of these switches by moving the movable contact memberof each switch away from the fixed contact thereof when the governormechanism is operating at or above a certain speed, and the governor andswitch mechanism being so constructed and so operative as to have one orthe other of the switches closed when the governor mechanism isoperating at or below a certain speed.

5. A governor operated switch mechanism including a casing, a switchmechanism secured to the casing and including a dash pot mechanismcomprising a casing member and a diaphragm member, a fixed switchcontact member secured to the latter casing member, a movable switchcontact member secured to the diaphragm, a spring housed within the dashpot casing and serving to bias the movable contact member intoengagement with the fixed contact member, a governor mechanism housedwithin the first mentioned casing, and thrust means, secured to thediaphragm and adapted to be actuated by the governor mechanism to effecta switch opening operation of the switch mechanism.

6. A governor operated switch mechanism including a casing, a switchmechanism secured to the casing and including a dash pot mechanismcomprising a casing member and a diaphragm member, a fixed switchcontact member secured to the latter casing member, a movable switchcontact member secured to the diaphragm, a spring housed within the dashpot casing and serving to bias the movable contact member intoengagement with the fixed contact member, another dash pot mechanismcomprising a casing member and a diaphragm member, a fixed switchcontact member secured to the latter casing member, a movable switchcontact member secured to the latter diaphragm member, a spring housedwithin the latter dash pot casing and serving to bias the movable switchcontact member into engagement with the fixed contact member; togetherwith a governor mechanism housed within the first mentioned casing, andthrust means, secured to the two diaphragm members and adapted to beactuated by the governor mechanism to effect a switch opening operationof the switch mechanism.

EARL R. PRICE.

References Cited in the file of this patent UNITED STATES PATENTS NumberName Date 902,101 McHugh Oct. 27, 1908 2,049,637 Baker Aug. 4, 1936FOREIGN PATENTS Number Country Date 691,368 France Jan. 30, 1930

